Carburetor



C. F. SCHULZ.

CARBURETOR.

APPLICATION man 0:0.22. me.

Patented Sept. 19, 1922.

2 SHEETS-SHEET I- INVENTOR:

' By Attorneys,

c. F. SCHULZ.

CARBURETOR.

APPLICATION FILED 050.22. I9I6.

1,429,257, I A Patented Sept. 19, 1922.

2 SHEETSSHEET 2.

INVENTOR:

WITNESS:

I i v By l/forum,

3y -4,'; J r/( Fat entcd Sept. 19, 1922 cam. r. S-CHULZ, or BROOKLYN, NEW YORK.

GARBURETOR.

Application filed December 22, 1916. Serial No. 138,322.

To all whom it may concern.

-Be it known that I, CARL F. SCHULZ, a citizen of the United States of America, residin in the borough of Brooklyn, county of Kings, city and-State of New York, have invented certain new anduseful Improvements in Carburetors, of which the followin is a specification. I

his invention relates to automatic intake-air temperature-adjusting devices for internal combustion engines. The invention is more particularly designed for use in an apparatus which supplies heated air and atmospheric air for mixture with the fuel delivered from the carburetor, one of the objects of the invention being to thermostatically control the opening of the air valves, the hot air valve being .opened more and .more as the temperature of the incoming air supply rises, and upon the hot air valve being opened to a predetermined amount, preferably fully opened, the cold air valve being then opened, the amount of opening of such cold air valve being thermostatically regulated in accordance with the resultant temperature of the combined currents of cold and hot air. By means of this inven tion the ranges of temperature of the air admitted is automatically regulated, and the volume of, suchair is proportioned to its temperature. A low temperature limit for the air is fixed, below Which temperature the valves are held in their closed positions and are opened only when and as they can deliver air at the desired temperatures, thu keeping the temperature uniform.

Upon starting cold with my improved carburetor, no change in adjustment need be made. For the reason that both hot and cold air intakes are in closed positions, in this way a very rich 'mixture is fed to the engine because of the great vacuum created in the carburetor, a vacuum suflicient to start even when the motor" is entirely cold. The hot air valve is constructed to open very quickly upon a slight rise in temperature and to be entirely opened to admit full warm air almost at once. It is regarded as good practice in starting,"- to open the throttle about one-third. According to my present improvement the throttle valve is so con-- nected with the hot air valve that the movements of the hot air valve at starting arenot interfered with upon the normal or customary throttle opening, when, however, occasion demands, as for instance, to continue the running of the motor after, starting and before sufiicient heat is generatedto cause the thermostat to operate, the operator by opening the throttle beyond the amount for which the instrumentis adjusted, the hot air valve is opened irrespective of temperature conditions. Also, during running, if the operator opens the throttle beyond a predetermined amount, the hot air valve is caused, should it not be thermostatically proportionately opened, to open in proportion to the throttle opening.

To prevent an excess of hot air, the illustrated construction provides for a movement of the hot air valve beyond the point 013 maximum opening, so that it begins to close the passage again when the point of maximum opening has been reached. -Meanwhile the cold air valve opens wider and wider up to the stop provided at the position of maximum opening.

In the drawings accompanying and forming a part of this specification, one practicable embodiment of the invention is illustrated, -in which drawings,

Figure 1 is a view, partly in elevation and partly in central section, of the device, this view being taken looking at the structure frpm the throttle valve or engine connection s1 e;

Fig. 2 is asimilar view at substantially rFight angles to the position illustrated in ig. 3 is a broken-away view similar to Fig. .1, Fig. 1 showing the valves closed and Fig. 3 showing them fully open, and

Fig. 4 is a detail.

In the illustrative example shown in the and. an inlet 5 for cold air. In the present illustration, the hot air inlet 4 is shown at the upper part of the device, and the cold.

air inlet just helow this and arranged at will he attached to some suitable operating device. A stop 11, in the form of a lug on the casting, is shown for limiting the movementot the throttle, adjustable stop 12 is shown for limiting the opening movement of the throttle, the closing movement being limited by the engagement of the arm 2 with the lug The passage of hot air into the port or inlet is. controlled in the present illustra tion by means of a hutterfiy valve .13, shown mounted fast upon a shaft 14, such :shatt heing mounted suitable hearings in the framework The shaft is shown extending at one end, and there provided with :a coiled spring 15 (see for normally holding the valve in a closed position. ltis preferable to maintain the valve slightly open, so-

that-at starting a small amount of air is drawn in through the port at in any event, irrespective of the-action ot the thermostat or other devices. A hack-stop It is provided for this purpose, sutihhmk-stop "in the present instance losing 1n the dorm of a setscrew and locknut. the set-screw is turned in slightly, as, for instance, in the manner illustrated in the drawings, a certain amount of clearance is given around the valve 13, which) amount of clearance can he adjusted fi'om time to time as occasion may demand.

The passage of cold air into the porter passage 5 iscontrolled .by means of a button fly valve 17 shown mounted last upon a shaft or spindle 1 8 suit-ably mounted in the framewor which shalt is shown projecting at one end and there provided with a coiled spring liladapted to normally hold the valve in its closed position-- against the haclzstop This backstop is shown in the form of a set screw. v a

A lost'motion toggle connection is pro- 'vided hetween the hot air valve ltand the cold air valve 1'? hy means of a of linhs 21,22and a crank The is shown mounted upon the shaft 14 and test with the valve .13, a suitalble set-screw being provided for adjusting the position out these parts thereon. The 21 is shown articulated to the 22, which latter link. a-

unease? slot 125 engaging a wrist pin 26 carried by the 'cranlr 23. The crank 23 is fast with the valve 17,, a set-screw 27 being provided for edecting the angular adjustment of these parts upon the-shaft 18.

A thermostat is illustrated located in the delivery chamber between the point of confiuence ot the hot and the cold air currents and the engine connection 3. The form of this thermostat is not a part of this invention, hut, tor the purpose of understanding its relations to the apparatus herein illustrated, it may he pointed out that it in a general Way comprises a casing 28mounted on suitable supports within the general .cas-

ing or framework of the apparatus. Within the casing there is a member 29 adapted to expand and contract upon the rising and falling of the temperature of its surroundmedium. This member 29 acts upon'a longitudinal reciprocable plunger 30 which has a lost motion connection with the toggle connection between the valves 13 and 17. To be more specific, a link 31 is shown articulated-to the upper end of the plunger 30,

and its upper end provided witha slot 32 engaging a pin .33 on the link 21.

The actuator for. the throttle valve is shown provided with a lostmotion connection with the hot air valve 13, such connection being in the form of a link 34 articulated to an arm 35 carried by the shaft 1 1, the lower end of which link 34 has a pin 87 disposed in a slot 36 in the throttle valve arm 9..-

The operationof the form of the device herein illustrated is substantially as follows: As was alcove stated, his to he assumed that the chamber 1 is in communication with a source of fuel supply, as, for instance, a carhuretor and a source of utilization, as, for instance, an internal combustion engine. The operator opens the throttle valve by raising the connection 10, which opens the device to the suction of the engine, where- Ill) upon air is drawn in through the hot air acts upon the thermostat and causes the plunger 30 to rise. The positions of the parts'at startingare shown in Fig. 1. As the thermostatic plunger 30 is pressed upwardly, it in turn presses upwardl the linl:

31, the lower end of the slot 32 ot which is at this time in engagement with the pin 33.

This movement acts upon the toggle connection hetween the valves 13 and 17, but, in

the initial stages only in a manner operative upon the valve .13, the parts being so relatively located and timed that the valve 13 is about fully opened by means of the thermostat acting in response to the temperature of. the incoming heated air before the colclv air valve 17 is moved from itsseat at. all. .When the parts are located in the relative positions shown in the drawings, the valve 13 can assume a vertical position before the valve 17 is acted upon. As the air in the chamber surroun the thermostat becomes more heated, incident to the ,rise in temperature of the air admitted through the port 4, the toggle links'21 and 22 are moved further and the lost motion allowed by means of the slot 25 and pin 26 is exhausted, whereupon the end of the slot engages the pin and swings the shaft 18 upon its axis ing the cold'air valve 17, in theprescnt embodiment of the invention, partly closes the valve 13. The movement of the valve from its vertical position to its Fig. 3 position retards the volume of hot air being 'ad-.

mitted, having a choking action, so that .it might properly be said that the volume of hot air is proportionally diminished with the opening of the cold air valve.

At times the operator may desire to open up fully the hot air valve, irrespective of the action of the thermostat upon it. In this case the throttle is opened beyond its normal range of openin which exhausts the lost motion permitte between the throttle valve arm 9 and the link 34, whereupon the valve 13 is opened more or less and may be opened to the full extent of its opening 50 movement. It will thus be seen that the throttle. valve-actuator can be employed for opening the throttle and the hot air inlet, but that it only opens the latter upon excess movement, and should preferably be so adjusted that under no circumstances can it open the cold air inlet.

Although but one illustrative example of an embodiment of the invention is shown and described in detaih'it will be apparent that various changes may be made as occasion demands, within the scope of the claims, without departing from the spirit of the invention.

Claims: I

1. In an apparatus of the character described, the combination with a chamber having a hot .airinlet and a coldair inlet, and valvesfor the respective inlets, of a thermostat associated with said chamber, a lost motion toggle connection between said hot air valve and the cold air valve, and a connection between the thermostat and said toggleconnection, the connections being timed for opening the hot air valve more or less incident to increase or decreasein the temperature of the am passmg said valve and for opening the cold air valve when the hot air valve has assumed a predetermined position, and the air passing through the same has acquired a predetermined temperature, and opening such cold air valve. more or less incident to increase or decrease in the temperature of the combinedcurrents of air passing both of said valves, and manually operable means arranged exteriorly of said chamber for similarly actuating said valves independently of said thermostatic means.

2. In a device of the character described, the combination with a chamber having ahot air inlet and a cold air inlet, valves for the respective inlets, means for urging the valve in said hot air inlet towards its seat,

an adjustable stop for preventing the seating of such valve, of a thermostat associated with said chamber; a lost motion toggle connection between the said hot air valve and the cold air valve, and a connection between the thermostat and the said toggle connection, the connections being timed for opening the hot air valvemore or less incident to increase or decrease in the temperature of the air passing such valve, and for opening the cold air valve upon the coincidence of a predetermined amount of opening of the hot air valve and a predetermined rise" of temperature of the air passing the same, and openingsuch cold air valve more or less incident to increase or decrease in the temperature of the combined currents of air passing both the said valves. 3. In a device of the character described, the combination with a chamber having a 'hot air inlet, a cold air inlet and an outlet, valves for the respective inlets and a valve for the outlet, of a thermostat associated with said chamber, a lost motion toggle connection between the said. hot air valve and the cold air valve, and a connection between the thermostat and the said tog'le connection, the connections being timed %or opening the .hot air valve more or less incident to increase or decrease in the temperature of the air passing such valve and for opening the cold air valve upon the coincidence of a predetermined amount of opening of the hot air valve and a predetermined rise of temperature of the air passing the same and opening such cold air valve more or less incident FM) immewa m flszmeasa in fiha tsmysmture @fi Em cwmbimfi mm is 0% air passing both said valwas, mud an autumn? f0: file 'oufa- Fmh valve having a lust mutiem cannection t'ha said hm aim valve for: my the said hm nil Mme upon a predetered ammmfit @f @pemmg m? euflein vflve and for opening the cold air valve upon a 11mther predetered amount of opening @E the said outlet valve.

In testimony whereof I have hex-swim signed my name this 21st day of Decemher,

CARL 1F. SGIi-W. 

